Automobile vehicle.



Patented Dec. [9, l89

F. L. &. L. H. DYER. AUTOMOBILE VEHICLE.

(Application filed May 4. 1897.)

8 Sheets$heet L.

No Model.)

' m5 Noam PETERS co, PHOTO-LITNQ. WASNINGTON, 0. cv

Patented Dec. l9, I899.-

No. 639,54I.

F. L. &. L. H. DYER.

AUTOMOBILE VEHICLE.

(Application filed May 4. 1897.)

8 Sheets$heet 2.

(No Model.)

THE Nonms PETERS co. PnoTou'wu, WASHINQTON. n c.

Patented Dec. 19, I899.

Pafented Dec. l9

F. L. & L. H. DYER.

AUTOMOBILE VEHICLE.

(Application filed May 4, 1897.)

8 Sheets-Sheet 4.

(No Model.)

Inventors.

Attorney- THE Mumps PETERS co. wow-mum WASHINGYON. u. c.

No. 639,54l.

Patented D60. I9, I899. F. L. &. L. H. DYER.

AUTOMOBILE VEHICLE.

(Application filed May 4. 1897.)

8 Sheets$heet 5 (No Mbdal.)

Jaye/z f0 m Wil 2166666.

m: "cams PETERS co.. norouwcwwnmm'ou, nv c.

Patented Dec.- l9. I899.

F. L. G. L. H. DYER.

AUTOMOBILE VEHICLE.

(Application filed May 4. 1897.)

8 Sheets-Sheet 6.

a... whi

fim {T (No Model.)

Witnesses.

Attorney- Yn: NORR|$ warms co. PNOYO1LITHO" WASHINGYON, n. c.

N0. 639,54I. I Patented Dec. I9, I899.

F. L. & L. H. DYER.

AUTOMOBILE VEHICLE.

(Application filed May 4. 1897,)

(No Model.) I 8 Sheets-Sheet 7.

Attorney.

"m: Nonms ravens co, muvuumou WASHINGYON, 0. cv

I No. 639,54l. Ptented. Dec. 19, I899.

F. L. a L. H. oven.

AUTOMOBILE VEHICLE.

(Application filed Ma. 4. 1897.

V NIT-no STATES I PATENT mes.

FRANK L. D'YER AND LEONARD HUNTRESS DYER, OF WASHINGTON, DISTRICT OFCOLUMBIA.

AUTOMOBILE VEHICLE.

SPECIFICATION forming part of Letters Patent N 0. 639,541, datedDecember 19, 1892 Application filed May 4,1897. Seri l N 635,066. (Nomodel.)

To all whom it may concern.-

Be it known that we, FRANK L. DYER and LEONARD HUNTRESS DYER, citizensof the United States, residing at WVashington, in the District ofColumbia, have invented certain new and useful Improvements inAutomobile Vehicles; and we do hereby declare the following to be afull, clear, and exact description of the invention, which will enableothers skilled in the art to which it appertains to make and use thesame.

Our invention relates to automobile vehicles, commonly known ashorseless carriages, and more particularly it relates to improvements indriving mechanism for the same. In the preferred form of drivingmechanism we make use of an improved type of variable-supply pump ormotor of variable speed, and such pump or motor, considered alone, alsoforms a part of our present invention and will be separately claimed.The improved driving mechanism which we have invented is capable ofother uses than in connection with automobile Vehicles and will beclaimed by us as a separate invention.

The particular advantage of our driving mechanism when used with anautomobile vehicle is that it enables a petroleum, oil, and otherexplosive motor to be practically and successfully employed. Such anexplosivemotor, as is well known, runs at a high rate of speed and isprovided with automatic regulating mechanism by which the speed ismaintained practically constant irrespective of the load. Thisregulation is usually effected either by varying the quantity of theexplosive introduced into the cylinder or cylinders or by increasing ordecreasing the number of effective explosions in the cylinder orcylinders. Such an explosive-motor, besides runnin g at a constant orapproximately constant speed, is incapable of reversal and must runalways in the same direction, and, furthermore, it must be started byhandthat isto say, the fly-wheel must be turned several timesin startingin order that the proper cycle of operations may be commenced.

Aside from the disadvantages of an explosive-motor to which wehavereferred it is well adapted for use in an automobile vehicle on accountof its lightness, ease of operation, comparative absence of heat, lowcost, and econ omy of fuel. The driving mechanism which we have inventedis particularly adapted for use with such an explosive-motor, and bymeans of that invention we overcome the disadvantages inherent'in suchmotors and to which we have referred. In other words, we areenabled todrive an automobile vehicle at any speed from absolute rest to maximumand in either direction.

Prior to our invention gearing for partially accomplishing this objecthad been constructed wherein various arrangements of gear wheels,chains, belts, cones, or ratchet movements had been utilized; but all ofsuch prior devices were objectionable in that in changing from one speedto another it was either necessary to disconnect the gearingfor aninstant and allow the engine to run free, in'which case the workingparts would be subjected to heavy strains and the vehicle would notattain the increase or decreased speed smoothly, or else intermediatefriction-clutches were employedrequiring delicate adjustment and subjectto rapid wear. Such prior driving mechanisms have been furtherobjectionable in that they are heavy, cumbersome, noisy, and unclean andare capable of but few variations of speed. For example, with such priorinventions the gearing would be so arranged as to provide for speeds of,say, four, eight, twelve, and sixteen miles per hour forward and asingle speed of two miles per hour backward. In starting from rest,therefore, the vehicle would immediately attain a speed of four milesper hour, and if a further increase were desired the speed would beimmediately augmented to eight miles per hour, and so on, so that itwould be impossible to obtain delicate variations and the rapid increaseor decrease in the speed would of course be objectionable to theoccupants of the vehicle. With our invention, as stated, we are enabledto obtain any desired speed whatever up to the maximum, which weaccomplish by a direct transmission of at all times. I

Broadly considered,the driving mechanism forming the subject of thisinvention consists of an endless movable liquid columnsuch as water,oil, glycerin water, or other power ing-engine and one or more of thevehicle- .wheelsof means for moving said liquid column, and of means forincreasing or decreasing the volume or speed and for changing thedirection of movement in whole or in part of said liquid column in someinstances.

In carrying out our invention we attach to the driving-engine a suitablepump having liquid connections to a motor attached to the driving-wheelsof the vehicle either directly or indirectly. The connections betweensaid pump and motor are preferably continuous, so that the column ofliquid will be driven constantly from the pump to the motor, forming anunyielding connection between said pump and motor, whereby the tWo willpartakeof substantially the same rotation without 10st motion.

In order that the speed and direction of the motor may be alteredindependently of the speed and rotation of the pump, it is necessaryeither that the direction and amount of liquid delivered to the motorshould be varied at will or else that the motor be so constructed as torun at different speeds and in different directions with a constantliquidsupply. These changes in speed and direction of the motor may beaccomplished in a variety of ways. For instance, the capacity of thepump or motor for expelling or receiving liquid may be varied or thedirection of movement of the liquid column may be changed by reversingthe inlets or outlets of the pump or motor, or the capacity anddirection of discharge of said pump may be fixed and constant,while theamount of liquid and its direction of movement reaching the motor may bevaried by shunting oif a portion thereof and allowing it to returndirect to the pump without passing through the motor and withoutperforming useful work. In the latter case the changes in direction ofmovement of the liquid column may be brought about by simply reversingthe inlets and outlets of the motor by any suitably-arranged valve.

In describing and illustrating our invention we will first show anddescribe a driving mechanism comprising a constant-feed pump and aconstant-supply motor, the changes in speed of the latter being effectedby shunting off a portion of the liquid delivered by the pump through aby-pass and the direction of rotation of the motor being changed bymeans of a three-way valve interposed between the pump and motor, and wewill show and describe, second, a gearing comprising a variable-feedpump, with means for varying the feed thereof, and a constant-supplymotor, the changes in speed of the latter being effected by increasingor decreasing the feed of the pump and the direction of rotation of themotor being changed by changing the direction of feed of the pump.

The improved variable feed pump which we have invented is believed to beentirely and radically new, and while it is of especial utility in thespecific adaptation to anautomobile vehicle it is capable of other andeffective use, and we will therefore make special claims to the same.Such a variablefeed pump when receiving a liquid or fluid will operateas a motor, the speed and direction of which may be varied while thesupply is constant, and the claims which we propose to make thereon willbe broad enough to cover the same when used as a pump or as a motor.

In order to better understand the nature of our invention, attention isdirected to the accompanying drawings, forming a part of thisspecification, in which-- Figure l is a side View, partly in section, ofa conventional form of automobile vehicle, showing the applicationthereto of our improved driving mechanism wherein a constant-feed pumpand a constant-supply motor are used; Fig. .2, a plan view of the pumpand motor shown in Fig. 2 and illustrating also the explosive-engine;Figs. 3, 4t, and 5, enlarged sections of a valve which may be used inconnection with the driving mechanism shown in Figs. 1 and 2 forchanging the speed and direction of the motor; Figs. 6, 7, and 8,diagrammatic sectional views of our improved variable-feed pump ormotor, illustrating the operation thereof; Fig. 9, a plan view, partlyin section, of the preferred construction of driving mechanism employinga variable-feed pump; Fig. 10, a side view thereof, illustrating also apart of the vehicle; Fig. 11, an end view; Fig. 12, a vertical sectionthrough the casing of the pump, showing the sectors and piston inelevation; and Fig. 13, a separate elevation of the sectors and pistonat right angles to Fig. 12.

In all of the different views corresponding parts are designated by thesame referencenumerals.

Before describing in detail our invention as illustrated in thedifferent views we desire that the following terms, designating certainparts thereof, shall be understood in order that there may be noconfusion: By prime motor we include any prime mover of any description,whether operated by the expansion of a fluid or by the successiveexplosions of an explosive gas or vapor. By

pump we mean, unless otherwise limited, any device for delivering acolumn of liquid under pressure, whether such pump be rotary,reciprocating, or otherwise. By motor we mean a device for transmittingmo tion from a moving column of liquid under pressure'-such, forinstance, as a rotary or reciprocating engine. In all the forms of ourdevice which are illustrated in the drawings these three members areemployed in one form or another. The prime motor and pump are alwayscoupled together either directly-- that is, on the same shaftorindirectly by means of intermediate gearing. The column of liquid isalways interposed between the pump and motor, and the latter is, coupledto the driving wheel or wheels of the vehicle either directly orindirect-1y or by means of a friction-clutch.

The various modifications to be described relate particularly to themeans employed for varying the speed and direction of rotation of themotor.

In the drawings, 1 is the explosive-engine, 2 the pump, and 3 the motor.The column of liquid is shown at 4.

5 is the shaft of the engine, which in all the figures is shown asconnected directly to the pump, and 6 is the driving-shaft of thevehicle, which in all the figures is shown connected directly to themotor.

Having reference to Figs. 1, 2, and 3, the direction of rotation of thepump (which is of a common type) being shown by arrows, the column ofliquid will be forced in the direction indicated by the arrows and willbe delivered to the motor and rotated in the direction indicated todrive the vehicle forward.

In order that the speed of the motor may be varied independently of thepump, a portion of the liquid between the pump and motor is shunted offthrough a by-pass. This is best accomplished by means of a suitablevalve or valves, that shown in Fig. 1 and in detail in Figs. 3, 4, and 5being preferred. This valve comprisesa hand-operated barrel 7, havingpassages or ports 8, 9, and 10 therein, and a bypass 11 in linewith theport 10 and to one side of the ports 8 and 9. The exit and inlet ports12 and 13 from and to the pump are sufficiently deep to aline with boththe ports 8 and 9 and with the by-pass 1l.'

In Figs. 1 and 3 the valve is shown as forminga passage directly to themotor, which runs in an opposite direction to that of the pump. On thevalve being turned in the direction of the arrow at the outside of thecasing the ports 8 and 9 will be moved away from the inlet and outletports 12 and 13, so as to gradually close the clear passage from theexit 12 of the pump to the inlet 14 of themotor. At the same time theby-pass 11 will be slightly opened to accommodate the balance of theliquid not passing to the motor, which will then pass from the exit 12directly to the inlet 13 of the pump. This movement of the valve may becontinued to gradually shunt the liquid from the motor, and therebygradually decrease its speedand at the same time to gradually increasethe amount of liquid shunted through the by-pass, so that it passesdirectly from the exit to the inlet of the pump. The by-pass will beentirely open and the ports let and 15 to and from the motor completelyclosed in the position shown in Fig. 4, wherein all the liquid will beshunted through the by-pass, and since the exit and inlet to the motorare completely closed the motor will be securely locked againstrotation. In this position of the ports the pump can be rotated withoutresistance other than that required to move the liquid through theby-pass. The explosive-engine can therefore be readily started by givingit a few turns with the hand and allowing it to rotate freely, and itwill continue to rotate even though the motor is entirely stopped.Further movement of the valve will gradually close the by-pass until theposition shownin Fig. 5 is reached, where the passages to and from themotor will be crossed or reversed, causing the motor to run in theopposite direction at full speed.

With such a valve as we have described it will therefore be seen thatwhen the vehicle is at rest the valve will be in the position shown inFig. 4, the pump operating at full speed and forcing its entire supplyof liquid through the bypass, that upon moving the valve from theposition shown in Fig. 4 gradually toward the position shown in Fig. 3the speed of the motor forward will be gradually increased, and that bymoving the valve from the position shown in Fig. l tothat shown in Fig.5 the speed of the mot-or' backward will be gradually increased.

The valve shown may be connected to a hand-operated lever arranged inany convenient position adjacent to the operator.

In order to provide for any leakage of the liquid either through themotor or pump, we prefer to employ a tank or receptacle 16, locatedabove the pump and supplying liquid thereto, and in the pipe connectingsaid tank with the pump we prefer to interpose a checkvalve 17, by whichwill be prevented the forcingof the liquid from the driving mechanisminto said tank. This check-valve is of use principally when the vehicleis running downhill, and it prevents the motor acting.

as a pump from forcing liquid into the tank 16. In this way we maintainthe liquid column always between the pump and motor, so that the speedof the motor will be the same whether it receives power from the pump ordelivers power to the pump on steep inclinations.

In Fig. 1 we illustrate the tank or receptacle 16 as being locatedimmediately beneath the cooling-water tank, which supplies water forcooling the explosive cylinders, and it is well understood that thecooling-water itself may be used in the liquid column. In said figure wealso illustrate in front of the seat, beneath the floor of the vehicle,an oil-tank for containing oil or other fuel for the eiplosive-engine.

The device which we have just described constitutes a simple form ofdriving mechanism embodying our invention; but we prefer to use insteadof the by-pass just described a pump having a variable capacity or amotor having a variable speed with a constant feed. Any form ofvariable-feed pump may be employed; but the one illustrated in theremaining figures of the drawings is preferred. This pump consists,essentially, of a spherical shell having two quarter-sectors mounted onshafts which pass through the walls of the shell. One shaft is connectedto one of the IIO sectors and is driven by the explosive-engine or othermotor. The other shaft constitutes simply a guide for the other sectorand may be connected therewith and work loose in a hearing or else workloose in a bearing in the sector. Normally the two shafts are arrangedat an angle to each other and at the full capacity of the pump. Theangle between the shafts is about one hundred and thirty-five degrees.The two shafts may, however, be brought into line or the movable shaftbe moved to one side or the other of the driving-shaft. The inner sidesor edges of the two sectors are arranged at right angles and hinged atopposite sides of a disk-shaped piston. In opposite sides of the sh ell,at right angles to the plane of movement of the movable shaft, areelongated ports for ingress and egress of liquid. hen the two shafts arein line and power is applied to the drivingshaft, the piston will rotatein a plane at right angles to that of the shafts and the pump will beinactive; but when the movable shaft is moved to a greater or less eX-tent to one side or the other of the plane of the driving-shaft andpower is applied to the driving-shaft the piston will partake of awabbling motion in its rotation, each half of both its faces advancingand retreating alternately toward and from the adjacent face of one ofthe sectors, one of these movements being performed in eachhalf-revolution of the driving-shaft. Since there are four faces on thetwo sectors, with each of which one half of the piston on one side orthe other cooperates, there will be for each rotation of thedriving-shaft four movements of the pistonfaces toward the faces of thesectors and four movements of the piston-faces away from the faces ofthe sectors. As the piston-faces move away from the faces of the sectorliquid will be drawn by suction between the same, and as thepiston-faces move toward the faces of the sectors that liquid will beexpelled from between the same. Since the extent of oscillation orwabbling of the piston depends upon the extent of inclination of themovable shaft, we are enabled to vary the capacity of the pump byvarying the inclination of the movable shaft, and since the wabblingmotion of the piston will be reversed by moving the movable shaft to oneside or the other of the plane of the driving-shaft we are enabled tochange the direction of movement of the liquid forced by the pump bymoving the movable shaft to one side or the other of the plane of thedriving-shaft.

In Figs. 6, 7, and 8 we show, diagram matically, the main operatingparts of a Variablefeed pump, such as'we have referred to. 18 representsthe spherical shell, having the ports 19 and 20 therein. \Veparticularly draw attention to the fact that in these figures the inletand outlet ports in the cylinder are shown for the purpose of clearnessone-quarter of a revolution away from their correct locations. Asstated, these ports are in a plane at right angles to the path ofmovement of the movable shaft; but in order that the operation of thepump may be better understood we have shown them in line with the pathof movement of the movable shaft. One of the openings in the shell iscorrectly located in Fig. 9 by dotted lines. 21 is the driving-shaft;22, the movable shaft; 23 and 24, the sectors, and 25 the disk piston,fitting snugly in the spherical shell. .In order that the principle ofoperation of this pump may be better comprehended, we illustrate eachsector asbeing composed of two semieylindrical portions 26 and 27,coming together at their base-lines, arranged at an angle of fortyfivedegrees to one another and secured by a cross piece or partition 28. Thedrivingshaft 21 and movable shaft 22 are shown as being bifurcated, eachof them straddling and being secured to one of the cross-pieces 28 ofthe respective sectors. The sectors 23 and 24 are arranged at rightangles, as shown, and

the apexes thereof are secured to the piston 25 by hinged joints 29 29.These joints are made sufficiently tight to prevent appreciable leakage.

In Fig. (5 the movable shaft 22 is shown in the same plane as thedriving-shaft 21, this being the inactive position of the pump-namely,when liquid is not being forced through the same.

It will be noted that when the driving-shaft 21 is driven in thedirection of the arrow the sector 23 will be rotated within thespherical shell, carrying the piston therewith and rotating the sector24: and the movable shaft 22. The apexes of the two sectors willtherefore turn in a plane at right angles to the axial line of the twoshafts, and therefore the piston will be rotated in the spherical shellin that plane. For this reason the parts of the pump in the positionshown in Fig. 6 do not tend to approach or rccede from each other, andin consequence no liquidis forced through the same; but instead liquidin the pump is bodily moved around within the shell with the sectors andhas no tendency to pass out of the shell.

In Fig. 7 we illustrate the operative parts of the pump in the positionswhich they maintain when the pump is working almost to its full capacityfor forcing liquid in one direction-that indicated by the arrows. Powerbeing applied to the driving-shaft, the sectors 23 and 24, the piston25, and the movable shaft 22 will be rotated, as before. It will benoted, however, that the movable shaft 22 rotates in a plane at an anglewith respect tothat of the driving-shaft, so that the piston 25 will notrotate in a single plane, but ,will alternate between the planes of thetwo shafts, at one part of its rotation being in the plane of thedriving-shaft and then leaving that plane and approaching the plane ofthe movable shaft. In this way the piston 'partakes of a wabbling motionin the spherical shell and alternately approaches the faces IIO of thesectors, the extent of approach being of course limited to thedivergence of the planes of the two shafts. In other words, as themovable shaft approaches the plane of the driving-shaft the extent ofwabbling of the piston is correspondingly reduced.

A reference to the figure under consideration will show that the pistonpossesses four active faces, two on each side, each face comprising thesurface to one side of the connection with the corresponding sector, andthat each of these active faces cooperates with the adjacent face of oneof the sectors. The Wabbling motion of which the piston partakes causesthe active faces thereof to approach and recede from the correspondingfaces of the sectors. Taking into consideration only a single operativeface of the piston and the adjacent face of one of the sectors it willbe observed that during each rotation of the shaft 21 these faces recedefrom each other and then approach each other, the extent of movementbeing, as stated, proportional to Y the deflection of the movable shaftfrom the I will be just cut out from the inlet 20, and

that space will be of its maximum size and be filled with liquid. Duringthe remaining half-rotation of the shaft 21 the two faces approach eachother, being at that time in communication with the exit-opening 19, sothat the liquid which was drawn in between said faces will then beexpelled through the opening 19. Since there are four operative faces onthe piston cooperating with four faces on the sectors and since whenoperating to the maximum capacity the space between each two activefaces equals, substantially, onefourth of the contents of the sphericalshell, it will be seen that at each rotation of the driving-shaft 21 abulk of liquid equal, substantially, to the contents of the sphericalshell will be drawn by suction thereinand forced out of the same. InFig. 8 the same parts of the pump are arranged so as to force a maximumquantity of the liquid in the opposite direction from that shown in Fig.7. In this figure the movable shaft 22 has been moved to the other sideof the axial line of the shaft 21, and, as will be understood, when thedriving-shaft is driven in the same direction a reversal of themovements just described will take place. ing the half-rotation in whichany two of the operative faces approached each other in Fig. 7 thosefaces will recede from each other in Fig. 8.

In Figs. 9, 10, and 11 we illustrate the preferred construction ofvariable-feed pump em-- bodying the general principles of operation Inother words, dur-c which we have just explained. In these figures thespherical shell 18 is made in two parts, each formed with a flange 3Othereon and bolted together by the bolts 31. The sectors 23 and-24,which are preferably solid, are

mounted in the spherical shell, as before ex-i 39 is a worm mounted on ashaft 40, which worm engages the rack 37 and is adapted to move the sameup or down to change the inclination of the movable shaft 22 to one sideor the other of the plane of the driving-shaft 21, as will beunderstood. The shaft 40 is mounted in suitable bearings 41 41, formedin the integral extension 42 of the spherical shell,whereby all of theparts referred to will be effectively closed and leakage of liquidtherethrough prevented.

The length of the slot 38 is slightly less than I the width of thesector 24, so that at no time will there be communication between theupper and lower faces of said sector through said slot. If desired, thebearings 41 may be suitably packed as a further safeguard againstleakage through the same.

hVhile we prefer to change the inclination of the movable shaft 22 .bymeans of a worm and worm-rack, as that shown and described, for thereason that with such an arrangement the movable shaft will retain anyposition in which it may be placed and also a very powerful device formoving the same is thereby secured, yet we desire to have it understoodthat the said movable shaft maybe moved relatively to the axial line ofthe driving-shaft by any other means.

While the shaft 40 might be connected directly to a hand-wheel or othermechanism to allow it to be rotated by hand for shifting the inclinationof the movable shaft 22, we prefer to change the inclination of thatshaft by the power of the explosive-engine itself,

as in that way it can be done more quickly and easily. When, therefore,the shaft 22 is to be shifted to any position or inclination by thepower of the engine itself, we may adopt the mechanical connectionsillustrated in the drawings for this purpose.

Mounted on the shaft 40,0utside of the bearing 41, and preferably inquite close contact therewith, is a beveled gear 43, which meshes with acorresponding beveled gear 44, keyed to a shaft 45. The shaft 45 ismounted in a bearing46,formedintegralwith the pump-casing, and in abearing 47 near its outer end,

supported in any suitable way, such as from the supporting-plate 48.

The driving-shaft 5 of the explosive-engine is provided with two loosegears 49 and 50 thereon, said gears being preferably held againstlateral movement by collars. (Not shown.) The gear 40 meshes with anintermediate gear 51, mounted on a pin 52 in the main bearing of theshaft 5, and said intermediate gear 51 meshes with a gear 53, keyed tothe shaft on one side of the bearing 47. The gear meshes directly with agear 54, keyed to the shaft 45 on the other side of the bearing 47.

The gear 49 is provided with a clutch-collar thereon, and the gear 50 isprovided with a clutch-collar 56 thereon. Splined to the shaft 5 betweenthese clutch-collars 55 and 56, and capable of engagement with eitherone of said clutch-collars, is a clutch 57 of any well-knownconstruction adapted to be moved into engagement with either of saidclutch-collars 55 or 56 in any suitable way. If desired, a directconnection between a hand lever and the clutch 57 may be effected, sothat the clutch 57 may be moved by hand into engagement with either ofthe clutch-collars to cause rotation of the gear 49 or 50. By this meansrotation in one direction or the other of the shaft 45 will be effected,and through the bevel-gears 43 and 44, the worm 39, and wormrack 37motion will be communicated to the movable shaft 22 to move it in thedesired direction.

When the shaft 22 has been moved to a position to effect a sufiicientchange of inclination of the piston to result in the pumping of asufficient amount of liquid to give to the motor the proper speeddesired, the clutch 57 may be disconnected from the clutchcollar withwhich it was engaged, and movement of the gear 49 or 50 will thereby bearrested, so that the shaft 45 will cease to rotate and the movableshaft 22 will occupy the position to which it was brought.

While the direct controlling of the clutch 57 might, in some instances,be satisfactory, we prefer to so operate it as to enable predeterminedspeeds to be reached. In other words, we consider it desirable to soarrange the device that upon the movement of a lever or other element toa predetermined extent the speed of the motor due to the increase ordecrease in the supply of the motor will be gradually raised or lowereduntil the predetermined point is reached, wherein it will continue tooperate at that speed. In Figs. 9, 10, and 11 we show mechanismillustrating the preferred construction of parts for accomplishing thisresult and which we will now describe. The clutch 57 is provided with acollar 58, mounted thereon so as to allow the clutch to revolve freelywith respect to said collar. The said collar is pivoted between twocompanion levers 59, which straddle the intermediate gear 51 and whichare connected together by bolts 60, passing through sleeve 61. The saidlevers also straddle the shaft 45, as will be seen. At their outer endsthe levers are pivoted to a sleeve 62, which is free to slide on a rod63, the said rod having an enlarged portion 64, over which the sleeve 62is normally located. Engaging the sleeve 62 at each side is a collar 64,which abuts against the shoulders formed at the ends of the enlargedportions 64. Each of said collars is provided with shoulders 65, againstwhich a spring 66 is seated, the other ends of said springs engagingwith collars 6.7, secured at or near the ends of the rod 63. Thecompanion levers 59 are provided with slots 68 therein, in each of whicha pin or stud 69 engages, said pins or studs being formed upon arectangular nut 70, and said nut works on a screw-threaded portion 71,keyed rigidly to the shaft 45.

In order to operate the rod 63 in the desired manner, any suitablemechanical connections may be used, a type of which is shown.

72 is a lever moved in a horizontal plane and keyed to a vertical shaft73, mounted in a bearing 74 on the plate 48. The said shaft 73 isprovided with a bevel-toothed sector 75, keyed thereto, and with which abevel-toothed sector 76 engages. The latter sector 76 is mounted on ahorizontal shaft 77, suitably supported in bearings from the plate 48,and at the end of the shaft 77 is a suitable hand-lever 78, which isconveniently arranged adjacent to the seat of the vehicle. The saidhand-lever may be provided with any suitable locking-bolt79, engagingwith a segment 80. lhis segment 80 may have indicated thereon thedifferent speeds desired. The motor 3- is preferably cast integral withthe lower section of the pump-casing, as shown in Fig. 10, and is of anysuitable character.

For the purpose of illustrating our invention we show the well-knownform of watermotor illustrated in section in Fig. 1. Such a motor, aswill be obvious, will run at a speed depending upon the amount of liquidpassing through the same. Vith these premises and the principle ofoperation of ourimproved variable-feed pump being understood theoperation of the preferred form of device illustrated will be asfollows:

hen the vehicle is at rest, the parts will be in the position shown inFig. 9, the movable shaft being therefore in line with thedriving-shaft. For reasons which have been explained when the parts arein this position the pump is inactive, and liquid will not be forcedthrough the same. The explosive-engine is now started in the usual wayand is operated continuously in the same direction and at the same orapproximately the same speed. It being desired, for instance, to startthe vehicle forward and to immediately attain the maximum speed, thelever 78 is moved forward to the limit of its movement and the pawl 79engaged with the rack, so as to lock the lever at that position.Thismovement of the lever 78 through the intermediate gears 75 and 76will swing the arm 72 horizontally toward the left in Fig. 9,compressing the spring 66 at the rightof the rod 63 and moving'theenlarged portion 64 of said rod from beneath the collar (32. The otherspring 66 can expand no farther, because the collar 64 is in contactwith the enlarged portion 64. The swinging movement of the arm 72tending to compress the spiral spring 66 at the right of the rod 63 alsocauses the companion levers 59 to oscillate on the studs or pins 69 andcarry the clutch 57 in contact with the clutch-collar 55, so that thegear-49 will be rotated. This rotation of the gear 49 will communicatemotion to the shaft 45 through the gears 51 and 53, and the rotation ofsaid shaft through the bevel-gears 43 and 44, worm 41, and rack 37 willmove the movable shaft 22 in the desired direction, either up or down,to effect the correct movement of the liquid to propel the motor in theproper direction. As soon as the operating-arm 78 is locked it requiresno further attention on the part of the operator. The spring 66, whichhas been put under tension, tends to force the collar 62 back to itsformer position on the rod 63 namely, in line with the enlarged portion64 thereof-and this tendency maintains the clutch 67 in contact with theclutch-collar 55. The rotation of the shaft 45, however, operating theworm 71, tends to move the nut 70 toward the left in Fig. 9, so as togradually allow the collar 62 to approach the position desired. Theseoperations continue untilthe nut 70 has been moved to aposition to swingthe collar 62 on the rod 63, and a further rotation more or less thereofwill swing the companion levers 59 farther over to disconnect the clutch57 from the clutch-collar 55, so as to bring the shaft 45 at rest, andthereby maintain the movable shaft 22 in its maxim um position andprovide for forward movement of the vehicle. When itis desired to stopthe vehicle, the reverse movementsjust described take place, theoperating lever 78 being brought back to a vertical position, so as toconnect the clutch 57 with the clutch-collar 56. When it is desired toeffect a reverse or backward movement of the vehicle, theoperating-lever 78 is simply moved back of its vertical position, so asto compress the other spring 66 and carry the cl utch 57 into engagementwith the clutch-collar 56. In this way and by these means we are notonly enabled to interpose between an explosive-engine and thedriving-wheel of an automobile vehicle a driving mechanism by which anydesired speed both forward and backward may be obtained by absolutelyeven and imperceptible gradations, but we are enabled to effect changesin speed and direction through the instrumentalities of theexplosive-engine itself, and we are further enabled to obtain anydesired speed by the movement of a handlever to the required positionand to maintain that speed constantly without further attention.

Instead of using a pump having a variable supply and operated from theexplosive-engine, as we have just described, it will of course be seenthat substantially the same results will be obtained if aconstant-supply pump is usedsuch, for example, as that shown in Fig.1-and a motor employed capable of varying the speeds with a constantsupply. Such a motor might be constructed on exactly the same principlesas our improved Variable-feed pump with butslight modifications. Bynormally arranging the movable shaft 22 at its maximum inclination withrespect to the driving-shaft 21 we obtain, for reasons stated, themaximum oscillation or wabbling of the piston, and in consequence thespaces or pockets which are formed between the piston and the adjacentfaces of the sectors are of the maximum size. As the movable shaft 22 ismoved toward the plane of the driving-shaft the extent of oscillation ofthe piston will be gradually decreased. If, therefore, a motor wereconstructed on the same principles as those of our improvedvariable-feed pump, it should be so arranged that at thelowest speed themovable shaft 22 would be at its maximum inclination with respect to theshaft 21, and the speed-controlling mechanism should be such as wouldcause the movable shaft 22 to gradually approach into line with theshaft 21. In this way the oscillation or Wabbling of the piston will begradually decreased, so that a smaller quantity of liquid wouldoscillate the same, and therefore with a given liquid supply a greaternumber of oscillations would be required to take place in order toaccommodate that supply. In consequence the speed of the motor would begradually increased. \Vith respect to the motor, however, there would bea limit of movement, which could be determined by experiment of themovable shaft 22 toward the plane of the driving-shaft 21, and with sucha motor it will also be necessary to make use of a by-pass when thevehicle is at rest or else to stop the movement of the explosiveengine.For these reasons, although we consider the latter arrangement to be themechanical equivalent of our invention, we prefer to employ avariable-feed pump, such as we have described.

With the arrangement shown in Figs. J, 10, and 11 a tank 16, withconnections to the pump and a check-valve in said connections, may beused, as in Figs. 1 and 2 and for the same purpose.

It will be obvious that our improved variable-feed pump is not limitedfor usein pumping liquids, since it -may be effectively utilized as ablower or compression-pump with air and other gases and vapors, and itwill be furtherevident that when such a pump is used as a motor itsdirection of rotation can be changed. either by changing the directionof movement of the liquid, in which case the play of the movable shaftwill always be at one side of the plane of the driving-shaft, or else bymoving the said movable shaft to eitherside of the driving-shaft, inwhich case the direction of movement of the liquid column will beconstant.

So far as we know no one prior to our invention employed between adriving-motor and the vehicle-shaft a variable-speed gearing combinedwith mechanism operated by the motor for effecting changes in speed ofsaid gearing, and no one prior to our invention employed with suchgearing and mechanism a hand-operated lever or other manual device foreffecting engagement of the speedcontrolling mechanism with thedriving-motor, and no one prior to our invention employed with suchgearing, mechanism, and manual device an automatic mechanism fordisengaging the speed-controlling appliances from the driving-motor, andwe shall therefore claim the same broadly, giving to the expressionvariable-speed gearing the broadest and most generic construction thatcan be placed thereon.

So far as we know, also, no one prior to our invention employed incombination with the driving-shaft of a vehicle a driving-motor,connections between the motor and shaft for driving the latter, means ofany description or type for eifecting different speeds of thedriving-shaft, ahandbperated lever for controlling the said means, andindependent mechanism, however constructed or operated, for arrestingchanges in speed when a predetermined speed is reached, and we shalltherefore claim the same broadly. The same combination, with thelimitation that the inclependent mechanism shall be automatic, is alsobelieved by us to be broadly new, and therefore it will be claimedgenerically.

Before claiming our invention we will call attention to the fact that byconnecting the explosive-engine with a pump, whether of a variable orconstant feed, the operating parts of the pump when the vehicle is atrest will be always in contact with the liquid and a small thoughuniform resistance therebyimposed on the engine. In this way we preventthe engine from racing violently, as it now does in those vehiclesemploying mechanical gearing when the engine is running withoutresistance, in which case the explosions will be relatively infrequent;but since there is no resistance the effect of the explosions is muchmore pronounced, producing vibrations in the vehicle and making suchvehicles objectionable for occupancy when at rest. \Vith our inventionthe effect is somewhat analogous to the employment of a dashpot in othermechanical de vices for preventing sudden and violent movements of anelement without the absorption of power.

From what has been said it is believed that the advantages of ourinvention in practical use will be appreciated, and they need nottherefore be referred to in detail. A drivinggear for automobilevehicles constructed in accordance with our invention can not only bebuilt cheaply and operated economically, but it requires absolutely noattention on the part of the operator. At the same time, for reasonswhich we have explained in full, the speed is capable of being changedfrom absolute rest to the maximum, and vice versa, by imperceptiblegradations.

Having now described ourinvention, what we claim as new therein, anddesire to secure by Letters Patent, is as follows:

1. In a vehicle, the combination of the driving-shaft thereof, aliquid-motor connected to and rotating said shaft, a prime motor, a pumpconnected to and driven by said prime motor, a liquid columnbetween saidpump and liquid-motor, and manually-controlled means operated by theprime motor for varying the volume or speed of said liquid column,substantially as set forth.

2. In a vehicle, the combination of the driving-shaft thereof, aliquid-motor connected to and rotating said shaft, a prime motor, a pumpconnected to and driven by said prime motor, a liquid column betweensaid pump and liquid-motor, mechanism normally disconnected from saidprime motor but adapted to be connected therewith for varying the volumeor speed of said liquid column, and manually-operated means forconnecting said controlling mechanism with the prime motor,substantially as set forth.

3. In a vehicle, the combination of the driving-shaft thereof, aliquid-motor connected to and rotating said shaft, a prime motor, a pumpconnected to and driven by said prime motor, a liquid column betweensaid pump and liquid-motor, mechanism normally disconnected from saidprime motor but adapted to be connected therewith for varying the volumeor speed of said liquid column, manually-operated means for connectingsaid controlling mechanism With the prime motor, and means forautomatically disengaging said mechanism, substantially set forth.

4. In an automobile vehicle, the combination of the driving-shaft, aliquid-motor connected to and rotating the same, a variablefeed pump, aliquid column between said pump and said motor, a prime motor connectedto said pump, mechanism operated by said prime motor for varying thefeed of said pump, and manually-operated devices controlling the latter,substantially as set forth.

5. In an automobile vehicle, the combination of the drivingshaft, aliquid-motor connected to and rotating the same, a variablefeed pump, aliquid column between said pump and motor, a prime motor for drivingsaid p u m p,mechanism normally disconnected from said prime motor andadapted to be connected therewith for varying the feed of said pump, andman ually-operated means for connecting said controlling mechanism withthe prime motor, substantially as set forth.

6. In an automobile vehicle, the combination of the driving-shaft, aliquid-motor con nected to and rotating the same, a variablefeed pump, aprime motor driving the same, a liquid column between said pump andmotor, mechanism disconnected from the prime motor but adapted to beconnected therewith for varying the feed of the pump, means for manuallyengaging said mechanism with said prime motor,and means forautomatically disengaging said mechanism, substantially as set forth.

7. In an automobile vehicle, the combination of the driving-shaftthereof, a prime motor, variable-speed gear between said prime motor andsaid shaft,and manually-controlled means operated by the prime motor forvarying the speed of said variable-speed gearing, substantially as setforth.

8. In an automobile vehicle, the combination of the driving-shaft, aprime motor, variable-speed gearing interposed between said prime motorand said shaft, mechanism operated by said prime motor for effectingchanges in speed of said variable-speed gearing, and means for manuallycontrolling the said mechanism, substantially as set forth.

9. In an automobile vehicle, the combination of the driving-shaftthereof, a prime motor, a variable-speed gearing interposed between saidprime motorand shaft, mechanism normally disconnected from but adaptedto be connected with-the prime motor for varying the speed of saidvariable-speed gearing, and manually-operated mechanismfor enga ing saidmechanism with the said prime motor, substantially as set forth;

10. In an automobile vehicle, the combination of the driving-shaftthereof, a prime motor, variable speed gearing interposed between saidprime motor and said shaft, mechanism normally out of contact butadapted to engage with the prime motor, manually-operated means forengaging said mechanism with the prime motor, and means forautomatically disconnecting said mechanism from the prime motor,substantially as set forth.

11. Mechanism for driving a vehicle, comprising a prime motor, variablegearing between said prime motor and the shaft of the vehicle, andmanually-controlled mechanism operated by the prime motor for varyingthe speed of said variable-speed gearing, substantially as set forth.

12. Mechanism for driving a vehicle, comprising a prime motor,variable-speed gearing between said prime motor and the shaft of thevehicle, mechanism normally disconnected but adapted to be connectedwith the prime motor for changing the speed of the variablespeedgearing, and manually-operated devices for engaging said mechanism withthe prime motor, substantially as set forth.

13. Mechanism for driving a vehicle, comprising a prime motor,variable-speed gearing connecting said prime motor with the drivingshaftof the vehicle, mechanism normally dis connected from but adapted to beengaged with the prime motor for effecting variable speeds of saidspeed-gearing, manually-operated means for effecting said en gagement,and means for automatically disengaging said mechanism from the mot-or,substantially as setforth. I

14. An improved variable-feed pump or motor, coinprisinga casing, asector therein, an operating-shaft for rotating said sector, adiskpiston connected to said sector, and means cooperating with the saidshaft for oscillating said piston to any desired extent.

15. An improved variable-feed and reversing pump or motor, comprising acasing, a sector therein, an operating-shaft forr'otating said sector, adisk piston connected to said sector, and means cooperating with thesaid shaft for oscillating said piston in either direction and to anydesired extent.

16. An improved variable-feed pump or mo= tor, comprising a casing, asector therein, a main shaft connected to said sector, a disk pistonconnected to said sector, a movable shaft hinged to said disk at rightangles to said sector, and means for moving said movable shaft to oneside of the plane of the main shaft, substantially as described.

17. An improved variable-feed and reversing pu mp, comprising a casing,a sector therein, a main shaft connected to said sector, a disk pistonconnected to said sector, a movable shaft hinged to said piston at rightangles to said sector, and means for moving said shaft to both sides ofthe plane of the'main shaft, substantially as set forth.

18. An improved variable-feed pump, comprising a spherical casing, twosectors therein arranged at right angles to each other, a disk pistonbetween said sectors and hinged to each of them, a main shaft connectedto one of said sectors, a movable shaft connected to the other of saidsectors, and means for moving said movable shaft toone side of the planeof the main shaft, substantially as set forth.

. 19. An improvedvariable-feed and reversing pump, comprising aspherical casing, two sectors therein arranged at right angles to eachother, a disk piston mounted between said sectors, and hinged to each ofthem, a main shaft connected to one of said sectors, a movable shaftconnected to the other of said sectors, and means for moving saidmovable shaft to both sides of the plane of the main shaft,substantially as set forth.

20. An improved variable-feed pump, comprising a spherical casing, twosectors therein, a piston mounted between said-sectors, and hinged toboth of them, a main shaft connected to one of said sectors, a movableshaft connected to the other of said sectors, mechanism for operatingsaid movable shaft, and a closed extension of said casing inclosing saidoperating mechanism, substantially as set forth.

21. An improved variable-feed pump, comprising a spherical casing, twosectors there- IIO in, a piston mounted between said sectors and hingedto both of them, a main shaft connected to one of said sectors, amovable shaft connected to the other of said sectors, a toothed rackconnected to said movable shaft, a worm engaging said rack, and a closedextension of said casing inclosing said worm and rack, substantially asset forth.

22. In mechanism fordrivinga vehicle, the combination of a liquid-motorconnected to the vehicle-shaft, a prime motor, and a variable feed pumpinterposed between said prime motor and said liquid-motor and pumpingliquid to the said motor, and comprising a spherical casing, two sectorstherein, one of which connects with said prime motor, a piston mountedin said casing between said sectors and hinged to both of them, amovable shaft connected to the other sector,and means for changing theinclination of said shaft, substantially as set forth.

23. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casin g, two sectors therein, one of which connects with theprime motor, a piston in said casing between said sectors and hinged toboth of them, a movable shaft connected to the other sector, and meansoperated by the prime motor for changing the inclination of said movableshaft, substantially as set forth.

24. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein, with one of which the prime motoris connected, a piston in said casing between said sectors, and hingedto both of them, a movable shaft ,connected to the other sector,mechanism normally disconnected from but adapted to be connected withthe prime motor for shifting the inclination of said movable shaft, andmanually-operated devices for engaging said mechanism with said primemotor, substantially as set forth.

25. In mechanism for drivinga vehicle, the combination of a liquid-motorconnected to the vehicle-shaft, a prime motor, and a vari able -feedpump interposed between said prime motor and said liquid-motor andpumping liquid to'the said motor, and comprising a spherical casing, twosectors therein, with one of which the prime motor is connected, apiston mounted in said casing between said sectors and hinged to both ofthem, a moveae,'54.1

gaging said mechanism with the prime motor, and means for disengagingsaid mechanism from the prime motor, substantially as set forth. v

26. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, andavariable feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motoris connected, a piston mounted in said casing between said sectors, andconnected to both of them, a movable shaft connected to the othersector, a toothed rack connected to said movable shaft, a worm engagingsaid rack and means for' rotating said worm for changing the inclinationof the movable shaft, substantially as set forth.

27. In mechanism for driving a vehicle, the

combination of a liquid-motor connected to the vehicle-shaft, a primemotor, and a variable feed pump interposed between said prime motor andsaid liquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston mounted in said casing between said sectors andhinged to both of them, a movable shaft connected to the other of saidseetons, a toothed rack connected to said movable shaft, a worm engagingsaid rack, and connections between said worm and the prime motor,substantially as set forth.

28. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and hinged toboth of them, a movable shaft connected to the other of said sectors, atoothed rack connected to said movable shaft, a worm engaging said rack,an operating-shaft for said worm, and connections between saidoperating-shaft and the prime motor for driving said operating-shaft ineither direction, substantially as set forth.

29. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and hinged toboth of them, a movable shaft connected to the other of said sectors, atoothed rack connected to said movable shaft, a worm engaging said rack,a worm-operating shaft, a clutch on the driving-shaft of the primemotor, and intermediate mechanism between the clutch and theworm-operating shaft for driving said shaft in either direction,substantially as set forth.

30. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casin g between said sectors and hinged toboth of them, a movable shaft connected to the other of said sectors, atoothed rack connected to said movable shaft, a worm engaging said rack,a Worm-operating shaft, a clutch on the driving-shaft of the. primemotor, intermediate mechanism between the clutch and the worm-operatingshaft for driving said shaft in either direction, and manually-operateddevices controlling said clutch, substantially as set forth.

31. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motor and saidliquid-motorand pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and hinged toboth of them, a movable shaft connected to the other of said sectors, atoothed rack connected to said movable shaft, a worm engaging said rack,a worm-operating shaft, a clutch on the driving-shaft of the prime n10-tor, intermediate mechanism between the clutch and the worm-operatin gshaft for driving said shaft in eitherdirection, a manuallyoperateddevice controlling said clutch, and mechanism actuated by theworm-operating shaft for disengaging said clutch, substantially as setforth.

32. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motorand saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and connected toboth of them, a movable shaft connected to the other sector, a curvedrack connected to said movable shaft, a Worm engaging said rack, aworm-operating shaft for said worm,- a clutch on the driving-shaft ofthe prime motor, connections between said clutch and the worm-operatingshaft, manually operated devices for actuating said clutch, a worm onthe worm-operating shaft, a nut on the latter worm, and connectionsbetween said nut and the manually-operated devices for disengaging saidclutch, substantially as set forth.

In mechanism for driving a vehicle, the

combination of aliquid-motor connected to the vehicle-shaft, a primemotor, and a variable feed pump interposed between said prime motor andsaid liquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and connected toboth of them, a movable shaft connected to the other sector, a curvedrack connected to said movable shaft, a worm engaging said rack, aworm-operating shaft 45 connected to said worm, a clutch on thedriving-shaft of the prime motor, connections between said clutch andthe shaft 45 for driving the latter in opposite directions, a lever foroperating said clutch, aworm 71 on the shaft 45, a nut engaging saidworm and connected to said lever, and a manually-operated deviceconnected to said lever, substantially as set forth.

34. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, andavariable feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and connected toboth of them, a movable shaft connected to the other sector, a curvedrack connected to said movable shaft, aworm engaging said rack, aworm-operating shaft 45 connected to said worm, a clutch on thedriving-shaft of the prime motor, connections between said clutch andthe'shaft 45 for driving the latter in opposite directions, a lever foroperating said clutch, a worm 71 on the shaft 45, a nut 70 engaging saidworm and connected to said lever, manually-operated devices connected tosaid lever, and a yielding connection between said manually-operateddevices and said lever, substantially as set forth.

35. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable-feed pump interposed between said prime motor and saidliquid-motor and pumping liquid to the said motor, and comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and connected toboth of them, a movable shaft connected to the other sector, a toothedrack connected to said movable shaft, a worm engaging said rack, a shaft45 for operating said worm, clutch-collars 55, 56 with connections tothe shaft 45 for driving the shaft in opposite directions, a clutchworking between said clutch-collars for engaging with either of thesame, a lever connected to said clutch, a sleeve 62 connected to saidlever, a Worm 71 on the shaft 45, a nut 70 engaging said worm andconnected with said lever, a hand operating-lever 72, and connectionsbetween said hand operating-lever and the sleeve 02, snbstantially asset forth.

36. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed between said prime motor and saidliquid-motorand pumping liquid to the said motor, comprising a sphericalcasin g, two sectors there-in with one of which the prime motorconnects, a piston in said casing between said sectors and connected toboth of them, a movable shaft connected to the other sector, a toothedrack connected to said movable shaft, a worm engaging said rack, a shaftfor operating said worm,clntch-co1lars 55, 56 with connections to theshaft 45 for driving the shaft in opposite directions, a clutch workingbetween said clutch-collars for engaging with either of the same, alever connected to said clutch, a sleeve 62 connected to said lever, aworm 71 on the shaft 45, a nut 70 engaging said worm and connected withsaid lever, a hand operating-lever 72, and a yielding connection between said hand operating-lever 72 and the sleeve 62, substantially asset forth.

37. In mechanism for driving a vehicle, the combination of aliquid-motor connected to the vehicle-shaft, a prime motor, and avariable feed pump interposed ,between said prime motor and saidliquid-motor and pumping liquid to the said motor, comprising aspherical casing, two sectors therein with one of which the prime motorconnects, a piston in said casing between said sectors and connected toboth of them, a movable shaft connected to the other sector, a toothedrack con nected to said movable shaft, a worm engaging said rack, ashaft 45 for operating said worm, clutch-collars 55, 56 with connectionsto the shaft 45 for driving the shaft in oppo site directions, a clutchworking between said clutch-collars for engaging with either of thesame, a lever connected to said clutch, a sleeve 62 connected to saidlever, a worm '71 on the shaft 45, a nut 70 engaging said worm andconnected with said lever, a hand operating-lever 72, a rod (53connected with said hand operating lever, and engaging said sleeve, andsprings on both sides of said sleeve connected to said rod,substantially as set forth.

38. In an automobile vehicle, the combination of the driving-shaftthereof, a prime motor, connections between said driving-shaft andmotor, means for increasingand decreasing the speed of saiddriving-shaft, a handoperated lever controlling the said means, wherebychanges in the speed of said drivingshaft will be effected, andindependent means for arresting said speed changes when a speed isreached which has been predetermined by the position to which saidhand-operated 1ever is moved in effecting the control of the increase ordecrease in the speed, substantially as set forth.

This specification signed and witnessed this 4th day of May, 1897.

FRANK L. DYER. LEONARD HUNTRESS DYER.

Witnesses:

ARCHIE G. REESE, L. DELLA MCGIRR.

